Clutch mechanism



A; T. NABSTEDT CLUTCH MECHANISM Filed March 21, 1941 a4 as 26 4 :5Sheet-She et 1 v 'Juhe 6, 1944. v A. T. NABSTEDT. 2,350,411

CLUTCH MECHANISM Filed March 21. 1941 3 Sheets-Sheet 2 3 6 A flat/MW 36A June 1944- A. T. NABSTEDT 2,350,411

CLUTCH MECHANISM I :Filed March 21, 1941 3 Sheets-Sheet 3 "forward' Ipower take-off. Within the housing and disposed Patented June 6, 19442,350,411 CLUTCH MECHANISM Arthur T.

Nabstedt, Hamden, Conn., assignor to The Snow-Nabstedt Gear Corporation,a corporation'of Connecticut Application March 21, 1941, Serial No.384,460 I 8 Claims. (Cl. 192- 53) This invention relates to clutchmechanism which can be used very advantageously in connection withmarine reverse gears, although not limited to that application.

One of the objects of the invention is to pro- 1 videa lutch'which isvery rugged and capable of transmitting a relatively large amount ofpower.

Another object is to provide a clutch mechanism of such constructionthat it takes hold in a gradual manner so as to operate very smoothly.

Another object is to provide a clutch of such characteristics that it iswell adapted to marine use either as'a one-way clutch Or in connectionwith a reverse gear,

To these and other ends the invention consists in the novel features andcombinations of parts to be hereinafter described and claimed.

In the accompanying drawings:

Figs. 1 and 2 in conjunction show in vertical longitudinal section areverse gear embodying my improvements, the same being in neutralposition; I v

Fig. 3 is an enlarged sectional view of those parts illustrated intheupper portion of Fig. 1, showing the position for forward drive, withthe positive driving dogs or lugs in engagement with each other but notyet interlocked; and

to operate in the event that there is slippage of the friction clutch.Within the rearportion of the housing, disposed concentrically withrespect to the shaft, is 'a set of gears which provides for the reversedrive.

In the drawings the housing is shown at A, the central shaft at B, theflange or plate adjacent the front end of said shaft at C, and thecoupling member or hub at the rear end of said shaft at D. The clutchmechanism in the forward end of the housing is indicated generally at E,

' and the gearing in the rear portion of the hous- Fig. 4 is a detail ofthe tie connection between certain parts of the friction clutchmechanism, showing the parts in position for forward drive.

In the drawings I have shown forillustrative purposes a reverse gearsuch as employed in marine use for driving from an engine ofconsiderable horsepower a' propeller shaft or other driven shaft. Inthis mechanism as illustrated there is a housingadapted to be placed ona suitable bed between the engine and the propeller shaft, and in thishousing is a longitudinal shaft intended to be placed directly in linewith the engine shaft and the propeller shaft or other power take-off,this shaft having suitable bearings' in'the housing. As illustrated, theforward end of the main shaft or central shaft of the gear. has inassociation therewith a member in the nature of a flange or plateadapted to be fastened to the rear end of the engine shaft; and

the rear end of the main-shaft is provided with a coupling adapted tobesuitably connected to end of a propeller shaft or other a ,ut'. thecentral shaft isv a clutch mechanism the forward end, theiclutchinechanism'in this I particular cast: including a friction clutch mech--n .anism and a'positive "clutch mechanism adapted ing at F. The housingA is provided at its forward end with a flange G by means of which itcan be bolted or otherwise fastened to the rear end of the enginehousing. Mounted transversely in .the housing at the upper part thereofand about midway of the ends is anoperating shaft H adapted to beactuated by an" exterlorly disposed mechanism which it is not necessaryto illustrate. From this operating shaft H, which is a rock shaft, isadapted to be actuated a brake mechanism J associated with the gearingF, and an actuating lever K for the clutch mechanism E.

Referring now to the details of this mechanism, it will be noted thatthe forward extremity of shaft B is reduced, as shown at [0, andhas onthe engine shaft. The flange C is or considerable diameter and is of adished shape to provide at its inner side acavity for certain clutchparts, hereinafter described, and at the periphery of flange 0 the sameis provided with a rim or axially clutch and other parts in the mannerhereinafter described.

To theright of portion in (Fig. 1) shaft B has a full-diametered portionI4 to which is keyedby a key IS a, hub member or hub, body l6. Thismember is prevented from dislocation on the shaft by a nut I! screwed onthe shaft. The'hub member l6 has a web portion with an outer widenedflange or rim l8, on which is movably mounted and keyed an axiallymovable friction clutch member l9, presented oppositely inclined conicalfriction surfaces. The member-I9 is preferably formed as a ring havingabodyfmounted to slide axially along the periphery of .hub member 13,and providedwith a plurality of splines or teeth 2| engaging grooves 22.At its forward part member I9 is provided with a cone surface 23 towhich is applied friction facing material 24. At the rear part of memberIS the latter has a conesurface 25 to which is applied friction fac ingmaterial 26. The sliding movement of member IS on flange I8 is limitedand controlled in a suitable manner, and in this particular case the rimof the hub member has applied to it by bolts 21 the 'ring or flange 26located in. a recessed intermediate portion 29 of member l8 and engagedat a number of points by helical springs 30. These springs 30 urgemember l9 toward the free or disengaged position shown in Fig. 1.

Cooperating with the axially movable friction clutch member I9 are twoparts having inner'friction surfaces of such inclination as to beengageable with the inclined friction facings 24 and 26. One of theseparts is a fixed rim part 3| of the flange member vC, which part may bein one piece with member C, as in the case illustrated. This part 3| isadapted to be engaged by the friction material 24. The other partpreviously mentioned, namely, that engaged by friction facing 26, isconstituted by a separate axially movable member 32 in the form of aring. This member 32 is housed within the peripheral or rim pori carriedrearwardly to the position shown in Fig. 1. These movements are broughtabout by manipulation of the portions or arms41' of the elbow levers,which portions 41' have rounded extremities 53 engaged in recesses 54 inthe peripheral portion of a collar 66 movable axially from actuatinglever K. The lever K has an in-' lever devices 4|, and thereby theaxially movable plate 38, which plate 38, through the action ofthesprings 40. is adapted to shift the clutch element 32.

The member 42, previously referred to, having a. web connected to theperipheral part of the engine-driven member, is also provided with arearwardly extended central sleeve portion 60, as

' best shown in Fig. 1, this sleeve portion prefertion of theengine-driven member. In this particular case an axially extending wall33 is bolted by means of bolts to a short flange 35 provided at theperiphery of member C so as to provide a part of the rim or periphery ofthe enginedriven member. This wall 33 is of ring shape, and it isprovided on its inner surface at suitable intervals with longitudinalgrooves 36 engaged by splines or projections 31 .on ring 32 in such amanner that riiig 32 can move longitudinally of the structure to alimited extent, but at all times partakes of the rotation of member C.

Behind ring-like clutch member 32 is a plate member 38 having a forwardface opposing the rear face of member 32. Plate 38 is provided atsuitable intervals with splines or teeth 39 engaging the grooves 36 sothat the plate is rotated by the engine-driven member although capableof independent axial movement. Coil springs 46 are arranged at intervalsbetween plate 38 and member 32, the tendency of these springs being toseparat these parts to a certain extent. Plate 38 can be shifted by setsof levers located at spaced intervals in the circumference of the plate,for example, three sets of levers, one such set being indicatedgenerally at 4|. Each such set of levers has a mounting on theperipheral or rim portion of the engine-driven member. and in thisparticular case the mounting of the levers is provided on a member 42having a portion 43 attached to the rear part of wall 33 by means suchas bolts 44. This member 42 is provided at intervals with rearwardlyprojecting pair of cheeks 45, each pair of cheeks providing a mountingfor a set of levers 4|. 'Between the cheeks of each pair is pivoted bymeans of a pivot pin 46 a lever .41 in the form of an elbow, having aportion 41' below the pivot, and another portion 48 extending forwardlyfrom the pivot. The forward end of portion 48 is pivoted by a pin 49 toa short lever 68, which in turn is pivoted by pin 6| extending betweencheeks 62 projecting rearwardly from the plate 38. The lever portions 46and 68 together form part of a toggle, which, when the parts are movedtoward the position of Fig. 3, shifts plate 38 forwardly, whereas whenthe levers are moved in the opposite direction, plate 36 16 ably beingintegral with the web portion. It is upon this sleeve portion that thecollar 55, previously mentioned, is mounted for slidin movement. In theposition of Fig. 1 the collar is at the rear part of the sleeve portion,and in the position of Fig. 3 the collar is adjacent the forward end ofthe sleeve portion. The sleeve portion 66 surrounds and overlaps asleeve 6| forming a part of a gear comprised in the gear set F,hereinafter described. This overlapping relation of the two sleeves isshown in Fig. l, and also in Fig. 3, and it will be noted that the innersleeve 6| freely surrounds shaft B, but that the outer sleeve is keyedto sleeve 6| by one or more key 62. Thus by drive of member 42, which isdriven from the engine-driven member C, the gear-carrying or operatingsleeve 6| is driven.

Behind the sleeve or hub portion of the hub member l6 an anti-frictionbearing 63 surrounds the shaft B, this anti-friction bearing being infront of a shoulder 64 formed on the shaft. The central portion ofmember 42 engages this antifriction bearing.

For tying together the friction clutch members 32 and 38 at suitableintervals and limiting their separating movements, tie bolts 65 can beemployed, one of which bolts is shown in Fig. 4. The bolt has a shankwith a threaded portion 66 engaging a threaded socket open at the rearface of member 32. At the front of the socket the bolt shank carries anintegral collar 61 which may be pinned in place by a pin 68 to preventits displacement. In front of the collar 61 the bolt shank has a smoothportion engaging a hole 63 in the plate 36. At the rear face of theplate 36 the bolt has applied to it a nut". It will, therefore, beunderstood that plate 38 is guided on the bolt body between the nut andthe collar 61.

The web-like member 42 is provided with a forwardly projecting flange1|, preferably integral therewith, which serves as a guide for apositive clutching or dogging member 12. The member 12 is formed as a,ring embracing with clearance the sleeve portion of hub member l6, and

in this particular form is provided at the front or carrier, which isfree to rotate about the 16 are somewhat longer than the teeth 15, andassist in providing a means for interlocking the members II and I1 whilepermitting axial movement of member 12 for engagement and disengagementof the positive clutch between the member 12 and the hub member. It willbe noted that the outer surface of member H is located in proximity tothe inner surface of plate 38, and that member ll extends forwardlyunder a part of member I! which carries the inclined friction surfaces.Positive clutching ring 12 is provided with a series of holes 11 throughwhich project in a forward direction plungers or pin-like elements 18.These pin-like elements at their rear ends are externally threaded, asindicated at 19, to engage threaded sockets 80 in the sliding collar 55.Immediately in front of the sockets 88 the shanks of pins 18 areenlarged and the enlarged portions are surrounded by helical springs 8|,which are confined between the rear face of ring I2 and the front faceof the collar, and have a tendency, when the collar is in the positionshown in Fig. 3, to bring about engagement and interlockof the dogs orlugs 13, 14. At the front ends of the pins 18 the same are provided withheads 82 which, in the position of Fig. 3, are inactive, but which, asthe collar 55 is moved back to the position of Fig. 1, are adapted toengage the bottoms 83 of sockets 84 in the-front face of ring 12 so asto pull ring 12 to a rearward inoperative position.

As previously indicated, sleeve 6| forms .part of or carries a gearconstituting a portion of the gear set F, and in the particular caseillustrated,

sleeve 8| has integral therewith at its rear end a gear 85. This gear 85is located within a rotary cage or carrier 88 adapted to be held infixed position by the encircling band 81 of brake mechanism J. The gearset is of usual construc tion, comprising, for purposes of obtainingreverse motion of a gear 88, a plurality of short pinions 89 havingshort shafts 98, and a p1u-.

rality of intergeared long pinions 8| having shafts '92. The gear 88 isconcentric with gear 85 and is keyed to shaft B by-means such as one ormore keys 93. The gear 88 is in.front of the coupling member D, andseparated therefrom by a member 94 forming a part of a bearing structure95 attached to the open rear portion 98 of the housing. This bearingstructure 95 carries interiorly an anti-friction bearing 91 in which theforward portion of coupling member D is rotatively mounted. Couplingmember D is keyed to shaft B by means such as a key 98. The bearingstructure 95 may have a removable cover plate 99 at the rear thereofprovided with an opening by which it embraces a portion of couplingmem-- ber D. Coupling member D may be held in the assembled position bycollar I80 engaging a rear socket in the coupling member and held inplace by means such as a nut llll on the reduced rear extremity of theshaft.

In Figs. 1 and 2 I have shown the reverse gear in the neutral position.Here it will be noted that the friction clutch mechanism comprising theelement I9 is disengaged, and that the positive clutch comprising thering 12 and the dogs 13 and" is disengaged. Rotation imparted toengine-driven member C is not imparted to hub member IE, but therotation of the engine-driven member causes continuous rotation ofmember 42, sleeve 6|, gear 85, and the gear 85 in rotating carries alongwith it to an extent the pinion cage shaft H is shifted to move lever Kto the position shown in Fig. 3. This causes the forward shifting ofcollar 55, which brings about the movement of each lever device ll tothe position shown in Fig. 3. In this movement, in which the toggles arestraightened, the plate 38 is thrust forwardly, pushing on springs 40.These springs 48, pushing on friction clutch ring 32, shift that elementforwardly so as to bring its inner inclined face into contact with theadjacent friction face of member l9, causing the rotation of member l9,its connected hub member l5, and shaft B to be'initiated. As member l9starts to rotate by reason of its connection with member 32, it is alsoforced in a forward direction by forwardly moving member 32, and thisresults in member l9 engaging by its forward conical portion the innerconical surface of the rim portion 3| of the engine-driven flange,whereby this portion of the flange becomes active in driving hub member15. By operating in the manner described, the friction clutch takes holdin a gentle and gradual manner, bringing the shaft up to speed withoutshock. It will be understood that under these conditions theenginedriven member, by means of oppositely inclined friction surfacesassociated with its rim portion, will drive the shaft through the hubsituated on and locked to the forward end of the shaft. The member 42and the gear driven therefrom will continue their rotation, aspreviously described. The gear 88 being keyed to the shaft. will bepositively rotated, and the gear cage and its pinions will rotate withthe shaft at the same speed.

It will be noted that as the collar 55 is thrust to the position of Fig.3, the springs 8| will push against the rear face of positive lockingring 12 and thrust said ring to a position such as shown in Fig. 3,wherein the dogs or lugs 13 are in contact with the rear faces of thedogs or lugs spaces between the lugs 14 so as to bring about a positivedrive of hub member I6 by engagement of said hub member with ring 12,which is locked to the engine-driven member to be rotated thereby. Insuch circumstances hub member It would have positive drive from ring12,-as well as friction drive from the friction clutch ring 32 and thefriction-surface-equipped portion 3| of the flange. In the event thatthe ring I2 is'not interlocked with the hub member l6, as abovedescribed, and in the event that there be such extreme load as to bringabout slippage of the friction clutch, angular shifting of dogs 13 and14 relatively to each other will quickly ensue, and as soon as dogs 13are opposite the spaces between the dogs I4, they will be pushed intothese spaces by the springs 8i, and when this quickly occurs there willbe positive rotation of member 18 and its connected shaft fromengine-driven ring 12.

For bringing the reverse gear from the direct drive position back to theneutral position, lever K is shifted from the position of Fig. 3 to theposition of Fig. 1. This permitsfriction ring 32 to be shiftedrearwardly as the forward thrust on the cone ring I! is relieved, andthis ring moves rearwardly under the action of its springs ll, pressingagainst the flange-like part on the ring. The ring 32 is moved out ofengagement with member l9, and the member I i by its springs is carriedout of engagement with the portion ii of the flange. The pins orplunsers I8 withdraw the locking ring to an inoperative position, aspreviously described.

For moving the reverse gear parts to the position for reverse drive, theactuating shaft H is actuated in such a manner as to thrust rearwardly alink I02 connected to the brake mechanism J in a well-known manner. Therearward thrust of link Hi2 causes tightening of brake band I] on thepinion cage or carrier, which is thereby arrestedin its rotation. Therotation of gear 85 continues as before, as will be understood, and theaxes of the pinions 89 and 9| being held stationary, the rotation ofgear 85 causes gear 88 and shaft B connected thereto to be rotated inthe opposite direction.

By my invention the construction of the reverse gear as a whole isconsiderably simplified and improved, bringing about greatercompactness,

strength and sturdiness, and at the same time improving the operation; Arelatively short shaft can be used, with the clutch elements, gear setand actuating levers compactly grouped about the shaft in such a manneras to conserve space without interfering with accessibility for repairsand replacements if after long service these are needed. The strong andyet gradual action of the friction clutch elements is of greatimportance. The friction clutch structure is very sturdy. but in theevent of slippage of the friction clutch, direct drive of the shaft andits connected propeller shaft or the like is practically instantaneouslybrought about as the positive lockingmeans comes into play.

There is ample clearance for the friction clutch I parts when thereverse gear is in neutral, and these parts are few in number, and thefrictional engagement is obtained between cone surfaces. There is entireelimination of dragging, heating, and power loss such as occur inconnection with the use of multiple plate clutches. If used on speedboats having two or more propeller shafts, each driven by an individualengine, the free neutral position reducing drag and heating when thespeed boat is cruising with one or more engines cut out. is a factor ofgreat importance. It is very important to cut down or eliminate drag inthe friction clutch, for if this clutch drags it creates heat, powerloss, and a drag in the propeller which reduces the s eed of the boat,and this defect is cumulative. On the other hand, the improved reversegear has the additional advantage that transmission of power through thegears only takes place in the reverse motion. The friction clutch isspring loaded so that no adjustment is required, and by using an opposedcone clutch an axial pressure is produced which is double that appliedby the operating lever. The reverse gear as a whole has the so-calledflywheel effect, in that the principal masses turn at all times at thesame speed and direction as the flywheel.

While I have shown herein only one form of my improved clutch mechanism,it will be understood that the invention can be embodied in many otherforms, and that various changes and modiflcations in the organization ofparts and in the details can be made without departing from theprinciples of the invention or the scope of the claims.

What I claim is:

1. In clutch mechanism, the combination of a power-driven membermounted. for rotation adjacent one end of a shaft, said power-drivenmember being generally of flange form, a hub flxed to said shaftadjacent said power-driven member and having oppositely inclined conefriction surfaces movably associated with its periphery, clutch elementsassociated with the pe- .ripheral portion of said flange adapted toengage said cone surfaces for driving the hub, a web connected to theperipheral portion of said flange, said web carrying a forwardlydirected flangelike member located radially inwardly of said clutchelements, and a positive clutching member for driving said hubpositively having slidable keyed engagement with said forwardly directedflange-like member.

2. A clutch mechanism such as set forth in claim 1, in which said webcarries levers by means of which one of the friction clutch elements isshifted.

3. In clutch mechanism, the combination of a power-driven member mountedfor rotation adjacent one end of a shaft, said power-driven member beinggenerally of flange form, a hub fixed to said shaft adjacent saidpower-driven member andhaving oppositely inclined cone friction surfacesassociated with its periphery,

said flange carrying clutch elements adapted toengage said cone surfacesfor driving the hub from said power-driven member, a web connected tothe peripheral portion of said flange, a friction clutch actuatingplate, actuating levers for said plate carried by said web, a slidingcollar for actuating the levers, and a positive locking ring movablefrom the collar and keyed to a portion of said web for axial movementand adapted in one position to drive said hub positively..

4. A clutch mechanism such as set forth in claim 3, in which thepositive locking ring is keyed to a forwardly-directed flange-likemember carried by the web and in which a sliding cone clutch ringconstituting one of th clutch elements is located radially outwardly ofsaid flange-like member.

5. In clutch mechanism, a flange having a peripheral rim, a hub havingan outstanding web, means for clutching said flange to said hubcomprising a ring keyed to the hub web having a friction surface facinga friction surface on said flange and movable axially relativelythereto, a plate device interlocked with the rim of said flange andmovable axially, and a clutch member interposed between said platedevice and said ring and spring pressed from said plate device andhaving a cone surface to engage .a cone surface on said ring, saidlast-named clutch member being moved axially by the plate device andserving to move said ring into frictional engagement with the flange,and means for shifting said plate device.

6. In clutch mechanism, a flange having a rim, a hub, a ring keyed tothe peripheral portion of said hub and slidable axially with respectthereto and having a cone friction surface facing a cone frictionsurface on said flange and adapted to engage the same, a plateinterlocked with the rim of said flange and movabl axially relativelythereto, an axially movable clutch member interposed between said plateand said to the rim 2;; said flange and axially movable,

ring and having a cone friction surface to engage a cone surface on saidring, said clutch member being keyed to said flange rim, a plurality ofsprings interposedbetween said clutch member and said plate, a pluralityof elbow levers pivotally carried by said flange rim, means for shiftingsaid levers, and a plurality of levers pivoted to said plate and to saidelbow levers and constituting with portions of said elbow levers togglesfor shifting said plate and thereby said clutch member in order to forcesaid clutch member into frictional contact with said ring and said ringinto contact with the friction surface on the flange.

7. In clutch mechanism, a member generally 01 flange form mounted forrotation and having a generally axially disposed rim, a hub having asleeve portion embracing a shaft and a web extending outwardly from saidsleeve portion, a

double cone friction member keyed to and movable axially on theperiphery of the hub web and having a conical surface overhanging thehub web at one side engageable with an internal conical surface formedwithin a recess 01 said flange and having its other conical surfaceovermeans for shifting said plate, an axially movable cone ring keyed tothe rim of the flange and having its body located between said plate andsaid double cone member and adapted to engage said other conical surfaceof said double cone member. and resilient pressure transmitting meansbetween said cone ring and said plate.

8. In clutch mechanism, a flange having a rim,

. axially movable clutch member at that side of said plate disposedtoward the body of said flange and keyed to said rim, a plurality ofsprings interposed between said clutch member and said plate, aplurality of elbow levers pivotally carried by said flange rim, meansfor shifting said levers, a plurality of levers pivoted to said plateand to said elbow levers and constituting with portions or said elbowlevers toggles for shifting said plate and thereby said clutch member,and a second clutch member co-acting with the first mounted on theperipheral part 01' said hub. ARTHUR T. NABSTEDI.

